Interior agitator for internal-combustion engines with removable cylinder heads



Feb; 26, 1929.

A. MOORE- INTERIOR AGITATOR FOR INTERNAL COMBUSTION ENGINES WITH REMOVABLE CYLINDER HEADS Filed Jan. 2 Sheets-Sheet INVENTOR Ar/znyion Moore ATTORNEY Feb. 2 1929 WQQ QQQ @0 A. MOORE INTERIOR AGITATOR FOR INTERNAL COMBUSTION ENGINES WITH REMOVABLE CYLINDER HEADS Filed Jan. 8; 192'? 2 Sheets-Sheet 2 INVENTOR dr/znylon Moore ATTORNEY Patented Feb. 26, 1929.

UNITED STATES 1,703,202 PATENT OFFICE.

ARLINGTON moon, on NEW YORK, N. Y., ASSIGNOR, BY mEsNE ASSIGNMENTS, T0 Maxmoon conrommro 01* NEW YORK, N. Y., A CORPORATION or DELAWARE.

INTERIOR AGITATOR FOB INTERNAL-COMBUSTION ENGINES WITH REMOVABLE CYLINDER HEADS.

Application filed January 8, 1927. Serial No. 159,838.

My invention is of an interior agitator for internal combustion engines consuming volatile'liquid fuel and provided with removable cylinder heads.

Agitating devices in accordance with my invention are formed from a sheet, plateor.

the like and are readily, simply and securely held in place by interposition of such sheet, plate or the like between the engine cylinders and the removable cylinder head.

One of the interposed members may be supplied for each engine cylinder or for a plurality of cylinders less than the whole number of cylinders in the cylinder block, but preferably a single member'having'the general form and outline of the junction surfaces of cylinder block and .removablecylinder head is supplied and equipped with agitating blades or vanes for each cylinder.

Such members are preferabl of metal and may conveniently be stampe out of sheet metal. Heat and corrosion resisting metal is preferably used, as, for example, siliconchromium-steel is Well adapted for this purpose. When desired, the vanes may be coated with a catalyst, or the sheet metal may the hot gases with resulting surface oxidation, are adapted to exert a catalytic effect during combustion of the charge after it has been ignited, as by means of the usual spark plug. For example, oxides of aluminum ap pear to have a beneficial catalytic action during combustion and may be developed by the surface oxidation of alloys containing this element; Alloy steel containing about 2% each of aluminum and silicon and about 8% of chromium with relatively low carbon is well adapted for my purpose, having high red hardness and resistance to scaling when subjected to hot oxidizing gases, while such surface oxides as are formed comprise the catalytically active oxide of aluminum. Use of special alloys, while desirable, is not essential and materials such as ordinary black stead ofymaking the usual holes that are as an accessory involves no more than the replacement therewith of the original gasket membcr'is obtained by extensive exposure to the cooling jacket water.

- In the accompanying drawings, Fig.1 is

a vertical sectional view-of an L-head four-' cycle internal combustion engineiequipped with agitator means in [accordance with my invention. Fig. 2 is'aplan viewshowing the agitatormember in place on the cylinder block read forfthe attachment'of the removable cyhn er'head, and Fig-3 is a; plan view Reference character 10. indicates the c linder block and'1 2 the removable cylinder ead of an lnternal combustionengine. The internal combustion engine shown is of the -L- head four-cycle type havin intake valves 14 and exhaust valves 16.

he spark plug- 18 is preferably located over the intake valve comprise elements which upon 'exposure'to ,14.

3 Reference character 20 designates" a fiat member made from a. metallic sheetor plate and interposed between the cylinder block and the cylinder head, and 22, 24 designate gasketingmaterial which may either be' secureddirectly to the top and bottom of member 20, 'thu's making up a combined gasket and agitator plate member, or separate top and bottom gaskets may be provided, and

made use of and handled independently of 1 the plate member..

ing surfaces 22,24 are provided with the usual bolt holes '26 for receiving bolts- 28 to secure the cylinder headin place, and with the usual water. jacket communication holes In blanking out-the plate member 2t), in-

1 The member 20 and the gaskets-or gasket- '70- v of a sheet metal blank prior to the twisting of the vanes to their final form by the finishnm'gdiei substantially as shown, one at that end of the combustion chamber 42 which is opposite the end thereof, containing the valves, and one on each side thereof at an angular distance around the opening 38 of substantially 120 of arc.

After blanking,- or alternatively, in the same operation, the tongues 32, 34 and 36 are bent or twisted angularly so as to form inclined vanes44, '46 and 48, which may make any desired angle with the cylinder axis. As shown, the vanes make an an le of about with the cylinder axis, but t e angular formation may obviously be varied as desired. 15

The vanes in addition to preferably having catalytic surfaces or coatings thereon, whereby thecatalyzer is located in the most favora le position for securing effective catalytic action in the promotion of combustion after ignition of the charge, have two principal ignition toward the end of the compression stroke all the confined gases, including the newly admitted charge mixture and the residual or unscavenged gases, are homogeneously admixed and all parts thereof are in a state of violent agitation and the rapidly moving gases quickly spread the flame throughout the combustion chamber. The violence of agitational movement of'the confined gases varies with the engine and piston speed,-being least violent at low speeds and more violent at high'engine speeds. Asthis variation inagitational movement and, therefore, in speed of flame propagation is substantially equivalent in effect to retarding the spark at-low speeds and advancing it at high speeds, there is much less need for control of spark timing than with ordinary engines, and the engine I p d d in producin of the fuel and Sue can berun quite satisfactorily with fixed ignition. I v

The vanes absorb heat durin combustion and retain much of this heat of t e prior cycle through the exhaust stroke and give it up in large part to the incoming gases of'the next .cycle. Where the incoming gases contain.

fuel inungasified state this heat is largely excompleted gasification temperature rise as is caused is not materially productive of loss of volumetric eificiency. Further, the charge is practically all in the; cylinder and confined therein by the time that the transfer of heat from the vanes to the charge is effected, and

' much more. heat can be supplied -to the charge gases by the vanes within the heartof the confined charge without causing loss of volumetric efficiency than would be possible if the heat were supplied to the charge before entering the cylinder and while it has yet to traverse the relatively narrow intake passages and to get past the intake valve. The vanesbeing cooled by the jacket water and by the transfer of heat to the charge are in a'state for absorbing an excess heat during combustion and in this way serve to prevent any part of the rapidly moving charge gases from reaching a temperature productive of detonation. The cyclonic agitation of the charge also serves to substantially scrub or scour any adhering insulating gas film from the jacket walls and promotes eflicient transfer of heat to the jacket walls. Should pressure waves be set up following ignition they are broken up when coming into contact with the vanes.

With the thorough admixture and resultin homogenity of the cylinder contents obtaine by the use of the agitator vanes much leaner mixtures can be used with resulting fuel economy, and the residual products of combustion remaining in the cylinder to. be admixed with the incoming charge can be increased to considerable advantage in the way of working at higher compression ratios without consequent detonation. For example, the exhaust valves may be timed for late closing so that a proportion of the exhaust gases are drawn back into the cylinder during the early part of the intake stroke, or in some cases the exhaust valves may close early to trap a 109 measured volumeof exhaust gas and in such case a late 0 ening for the intake valves is desirable. hange in valve timing is, however, not at all essential, as the vanes produce marked improvementyin engines without re- 105 sorting to changes in valve timing. Provision is preferably made to supply hot air through the carburetor for low throttle openings and cold air at wider throttle openings up to full open throttle.

The scope of m invention is defined in my claims, the embo iment illustrated being for affording an understanding of the invention and not for the limitation thereof.

The subject matter of my invention dis- 115 closed in this application and not claimed therein is disclosed and claimed in my copending application SeriaLNo. 155,919,. filed December 20, 1926.

I claim:

1. An internal combustion engine comprising a cylinder, 9. cylinder head therefor, and a member secured between said cylinder and said cylinder head and having an opening therethrough alined with the bore of said 125 cylinder, and a vane integral with said memher; projecting from the edge of saidopening and extending substantiall from the edge of the cylinder bore towar s the center thereof; said vane being inclined transversely relative to the longitudinal axis thereof for imparting a cyclonic movement to the -fuel charge.

2. An internal combustion engine comprising a cylinder, a cylinder head therefor, and

' a gasket secured between said cylinder and of said plate about said opening towards the center thereof.

4. An internal agitator for an L-head fourcycle internal combustion engine for consuming volatile liquid fuel, comprising a plate interposed between the cylinder and cylinder head and provided with three integral inclined vanes projecting inwardly over the space swept by the piston, one of said vanes being arranged substantially on the major axis of the combustion chamber, and substantially opposite the valves,,and the other two at intervals of substantially 120 of arc around the cylinder bore.

5. A plate of metal interposed between the cylinder and cylinder head of an internal combustion engine and having .an opening aligned with the cylinder bore and a vane integral with said plate projecting transversely of said opening and over the cylinder bore, and inclined transversely relative to the longitudinal axis of the vane, whereby to impart a cyclonic movement to the charge mixture as the same sweeps over said vane upon reciprocating movement of the pistonl 6. An internal agitator for internal combustion engines, comprising vanes with cata-.

lytic surfaces supported in the combustion chamber over the space swept by the piston.

7. An internal agitator for internal combustion engines, comprising vanes of metallic alloy containing aluminum supported in the combustion chamber over the space swept by the piston and adapted. upon surface oxida tion to exert a beneficial catalytic effect during combustion.

8. An internal agitator for internal combustion engines composed of alloy steel containing approximately 2% each of silicon and aluminum, 8% of chromium, and the principal part of the remainder iron.

9. An internal combustion engine compris ing an engine cylinder having a combustion chamber at the end thereof, a piston in said cylinder, and a member above said piston having an opening therein alined with the bore of said cylinder, and an edge portion about said opening lying in proximity to a point in alinement with the edge of said piston, and a transversely inclined member proecting from the edge portion of said member about said opening and extending over the end of said piston from substantially the edge thereof towards the center thereof; said transversely inclined member serving to impart a cyclonic agitational movement to the fuel charge, and having substances incor 0- rated therein for exerting a catalytic action on said charge during the agitation thereof.

10. An internal agitator for internal combustion engines comprising a transversely incllned vane projecting inwardly into the combustion chamber over the space swept by the piston for imparting a cyclonic agitational movement to the fuel charge, said vane consisting of a metal resistant to corrosion when hot, and incorporating substances for exertng a catalytic action on the fuel charge durmg the agitation thereof.

An internal combustion engine comprislng a cylinder, a cylinder head therefor, a plate secured between the same and having an opening registering with the bore of said cyhnder of a cross-sectional area substantial'ly as large as that of said bore, and a vane projecting from the edge of said opening and extending substantially from the edge of said bore inwardly; said vane being inclined transversely relative to the longitudinal axis thereof for imparting cyclonic movement ,to the fuel charge.

12. As a new article of manufacture, a metallic member corresponding in outline to the unction surfaces of an internal combust1on engine cylinder block and its cylinder head, and provided with bolt holes and water acket communication holes, and with a cylinder opening, and having an inclined vane projecting from the edge of said member about said cylinder opening, and extending inwardly.

An internal combustion engine compr1s1ng a cyllnder, a cyllnder head therefor,

and a separate member secured between and retained in position by said cylinder and said cyhnder head, and having an opening alined with the cylinder bore, and inclined vanes pro- 'jecti-ng from the edge of said member about said opening towards the center thereof.

14. As a new article of manufacture, a metallic plate corresponding in outline to the junction surfaces of an internal combustion engine cylinder block and its cylinder head,'and provided with'bolt holes and water jacket communication holes, and with cylinder openings, and having inclined vanes integral withthe material of the plate extend ing substantially radially inwardly about the cylinder openings.

In testimony whereof, I have signed; my

name hereto.

ARLINGTON MOORE. 

